Oscillating engine



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No. 357,248; Patented -Feb.f8, 18878.

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W. L. TODD. OSGILL-ATING- ENGINE.

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Patented Fe-b. 8, 1887.

- A Harney' UNITED STATES PATENT OEErcE.

wILMER L. TODD, OE SUMMEHviLLE, -ASSTGNOH OE VONEHALE TO SAMUEL HUGHES, OE CHARLESTON, SOUTH CAROLINA;

OSOILLATING ENGINE.

SPECIFICATION forming part o! Letters Patent No. 357,248, dated February 8, 1887.

Application filed October 23, 1886. Serial No. 21 7,039. (NO-model.)

To @ZZ 1,071,071@ it may concern.-

Be it known that I, WILMER L. TODD, of Summerville, in the county of Berkeley and State of South Carolina, have invented certain new and useful Improvements in Engines; and I do hereby declare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which it appertains to make and use the same. f

My invention relates to high-pressure steamengines, and more particularly to the type known as pendulum or vibratory-7 engines.

\ The object of my invention is to produce a vibratory steam-engine that is compact, has few working parts, and that will be capable of great rapidity of motion without liability to jar or thump in its working-connections A further object is to produce a vibratory steam-engine that is capable of instant reversal of rotative motion of its axle without special valve-gear to etl'ect this change.

A further object is to producea quick-speed compact vibratory engine that will be neat in appearance, and havingbut few machine-a ished parts, can be produced at a low initial cost.

With these ends in view my invention consists in certain yfeatures of construction and combinations of parts, as will be hereinafter described, and pointed out in the claims.

In the accompanying drawings, Figure 1 is a longitudinal sectional view of the engine. Fig. 2 is a transverse vertical section of the same. Fig. 3 is an end-view of the upper portion of the engine-case, showing reverse-lever in place. Figs. 4 and 5 are longitudinal views in section through the center of the trunnion, to show steam and exhaust passages and ports leading from Same. Fig.6 iS a perspective View of the trunnion, showing the steam and exhaust ports on its lower side.

A is the casing of the engine. It Subserves the twofold purpose of a sustaining-frame for the working parts of the engine and a concealing-chamber that prevents the objectionable spatter of lubricating material and condensed water from the cylinders.

The form of the case Ais preferably rectangular, as shown in the views. The top A4 of the case A is arched, as shown in Figs. 1 and 2, and is fastened by screws or bolts -to the iiange. At a point in the ends of the casing A, midway between the sides of the same and a proper distance from the surface of the top A4, two diametrically-opposite circular apertures are formed. These orifices are bored out to provide true bearing-surfaces for the turned ends of the trunnion D. It is essential that a steam-tight joint should be secured between the surfaces of these parts. The axial center of the trunnion D is in the Same hori: zontal plane with thejunction line ofthe Iianges on the cap A4 and casing A, so that the trun nien-box bearings in the casing will be divided on a center line, the cap A4 having the upper halves of the boxes formed in it. This mode of construction permits the ready adjustment in Steam-tight position of the trunnion D by its end bearings in the case A. The trunnion is turned or otherwise smoothly finished on its surface, so as to produce a true cylindrical body. A steam-passagea, is formed in the center of the trunnion D. This extends a suitable ldistance and terminates at the point u. (See Figs. 4 and 5.) Two exhaust-pas sages, b b', are also formed in the trunnion D. These are made parallel to the central steampassage, a. The groovesy b b are concentric with it for a portion of their depth. These exhaust-conduits extend toward the end of the trunnion opposite to the steam-inlet, a and unite to form a common escape-passage at the point u.

Upon the trunnion D are vibratorily Suspended the twin cylinders B B. These cylinders are constructed as is shown in Figs. 1 and 2. Their bodies are of equal length and diameter. They arebored to receive suitable springpaeked pistons,AG C. These are made in any preferred manner to be effective. The lower ends 4of these cylinders are open below the piston-heads C C'. The upper endsare closed, with the exception of two steam-ports, a2 a, that are made in them, as will be explained.

Theupper walls of the cylinders are extended to form curved flanges e e. These flanges at their top's extend laterally to correspond with similar lugs, f, that extend from the curved ICO Shells B3, and are superimposed upon the Vflanges e e'. V(See Fig. 2.) The shells or halfjoint at this point.

clamps B3, when in position upon the upper ends of the cylinders C C', form with these ends a complete circular bearing upon their inner faces. These are intended to rest on the body of the trunnion D, and they should be bored out to iit this with a steanrtight sliding joint. The two parts of each of these box-bearings B3 are connected by neatly-fitting bolts, that are inserted in holes in the lugs ef, and are held in position by jam-nuts e, that are secured to their threaded ends. Spiral springs of proper strength are placed over the bolts, and the jam-nuts impinge on washers that are placed upon the top ends of the springs et.

The nuts e5 should be so adjusted as to cause a steam-tight fit between the bearing-surfaces of the trunnion-body and the corresponding seats on the cylinders that hang below and in contact therewith, and it is evident that the springs eL must have sufficient strength to prop erly support the weight of the cylinders and permit the secured movable contact ofthe surfaces, as before mentioned.

The trunnion D is perforated on its' lower portion to form'liVe-steam and exhaust ports. These are shown in Figs. l, 2, 4, 5, and 6. The steam-ports a a (see Fig. l) extend from the central passage, a., downwardly to intersect similar-sized ports ai a, made in the solid upper heads of the cylinders B B', these heads by their conformation becoming each a valveseat. The exhaustports b b are extended downwardly in the body of the trunnion D, so as to form two sets of parallel ports, that are located upon each side ofthe central livesteam ports. This construction, as will be seen in Fig. 5, produces a set of three ports for each cylinder, that will by the vibration of the cylinders be brought into correct lining position with the steam-passages aL a, that .perforate the iixed heads o of each.

The trunnion-body D is reduced throughout its length upon each opposite side, as shown at b2 in Fig. 2. This depression of the contactsurface does not intersect the exhaust-ports b b, but permits a bar, bt, to stand at each outer edge of the exhaust-ports as a Wearing-face for the cylinder-seat'. The two bars b5, that separate the center steam passageor port from the contiguous exhaust-ports, are of a proper width t0 just cover the steampassage c in the head o of a cylinder. This applies equally to each cylinder and its respective ports.

The end of the trunnion D is made to extend on the live-steam side a short distance outside the ease A, and the steam-passage is enlarged to form a stuffing-box, in which is seated the flanged end of a steam-pipe, m, which is secured xedly by the threaded packing follower-nut O, suitable steam-packing being introduced between the end of this nut and the iiange of the pipe m to make a tight On the opposite or exhaust side of the trunnion D its projecting end has a similar provision for securing the exhaust-pipe N, and also for the accommodation of the lever R, (see Fig. 1,) this lever R being secured to the upper side of the trunnion D, as shown in Fig. 3. At a proper point the vertical exhaust-pipe E is attached 7o to the pipe N by an L-itting. This portion of the exhaust-pipe has a projecting threaded pipe-socket; H, made integral with its body,

to accommodate the waste-steam pipe H, that tape the case A ata point near the top beneath the horizontal exhaust-pipe N and parallel to it until it bends to enter the tapped socket H.

The pistons C Chave depending projections C2, made preferably integral with the spiders of these piston-heads. The depending bodies of the connecting-rods C2 are webbed to producestiiening-iianges that radiate from a common center on four sides, or, in other words, are each made up of four ilat longitudinal ribs joined in a center line. This method of construction affords maximum strength with a minimum use of material.

The lower ends, G, of the connecting-rods C2 are enlarged to form a halfbox with parallel faced open jaws that open downwardly, as shown in Fig. 2. 4 A movable half-box, G, is made to tit these jaws on each of the rods, and they are held in an adjusted position in relation to the crank-pin they bear upon by taper pins or keys lr, that are held in proper position beneath their respective boxes by passing through holes or slots made for their reception in the jaws ofthe half-boxes G and the useof the j ani-nuts c, that are placed upon their projecting threaded ends.

At a suitable distance from the bottom A5 of the casing A,at opposite points on the sides, the crank-shaft bearings A3 A6 are located. These are either projecting perforated bosses, as shown, or they may be separated to produce a cap on each that may be attached to the lower half-box by any approved method. These boxes may also be made by simply boring holes of proper size for the crankshaft to t into in the solid metal, asis here shown, or they may be recessed to produce cellars for the reception of any suitable anti-friction metal-- such as Babbitt metal-or thimbles of phosphor-bronze may be fitted into place asa bearing or wearing surface.

The casing A is eut away at the points where the boxes A3 A6 are introduced. One of these openings,A,in the case is of a size to permit the introduction into the case of the crank-disks L, the opening in the case being closed properly by a flange or plate that is formed integral with the box A", and extended to bear on the edges of the orifice to which this flange is properly secured by bolts or screws to form a tight joint, a recess or shoulder being provided to permit the inner face of the box to come ush with the common surface of the inside of the chamber A at this point. The opposite box, A, is also flanged, as shown, and secured in place in a similar manner to A", just described. The orifice in the case on this side is considerably smaller than the opposite one, it being unnecessary IOO to provide more than one aperture for the insertion of the crank-disks L. These separable boxes are of advantage in the way of exeouting the machine-work in their fitting up, as the parts can be bored out more couveniently when removed from the case A.

The crank-shaft I is made to it the boxes A3 A,and athorough lubrication of the working parts of the cylinders and cranks, as Well as the shaft-journals, is effected by lilling the crank-case A partly full of oil, a removable bonnet-plate, M, being provided to afford access to the interior of the case.

The crank-disks L L2 are of a proper diameter to afford the necessary throw to the crankpins G', that are rigidly attached to their opposing faces, near the peripheral edges of said disks L L2. A third disk, L', is placed midway between the faces of the cranks L L2, las shown in Fig. ll, and this crank-disk is connected at two diametrically-opposite points to the crank-pins that project from the faces of the disks L L2. Thismethodof construction gives the pins G a position in the same vertical plane with the crank-shaft l`, and consequently at equal distances from the axial center of the shaft I, the cranks both having the same length from the center of the shaft to the centers of the pins. Y

`It is essential that the added length of a crank and cylinder, as shown in Fig. 2, should be such in relation to the diameter and center of the trunnion D and width of the ports and intervening bars in t-he body of the trunnion that the full vibration or side movement of the cylinders B B', caused by crank action, will move the port a2 in the bearing-face of the head of the cylinder so as to line alternately with the live-steam port in the trunnion D and one of the exhaust-ports in the same at every half-revolution ofthe crank that is attached to this cylinder. This method of construction, itris obvious, applies to each of the twin cylinders.Y

The fly-wheel J is mounted on a projecting end of the crank shaft I and secured there. At the opposite end of the shaft l a small crankdisk, p, is iixed to bear against the box A3, and a pin, p', is secured in its faceto have a proper throw to operate the vertical plungerpump P, this being secured to an extension of the base-plate A5 of the case A, made for its accommodation. Any suitable style of feedwater pump may be utilized that is susceptible of being operated as just described.

, The shells B3, that form the wearing-sun.

rfaces of the vibrating cylinders B B, are furnished with sponge-boxes F. These receive the lubricant that is fed regularly by the oilers or cups F that are mounted immediately above the boxes F upon the top side of the casecap A. f

The lever R is intended to change the position vofthe steam and exhaust ports in the trunnionl) in regard to 1the steam-passages a2 a? in the heads of the cylinders B B. This lever B is ofa convenient length, and may be vibrated a limited distance, so as to cause the parts to be changed as just stated. lt may be secured at a desired point by an arch and setscrew; but in small engines the friction of the. tru union D in its bearings will be sufficient to hold the lever at an adjusted point. p

This engine, strictly speaking, iscompound in action, having two cylinders that receive steam at their upper ends alternately, the live steam that enters the trunnion D- being admitted through the center port that extends to these by its lateral branches, so that the piston-head of each cylinder will be depressed successively. When one piston is moving down by the action of the live steam upon its upper face, the other piston is being elevated by this motion and the exhaust-steam is being, expelled. This exhaust expulsion is provided for by the disposition of the exhaust ports and passages. lf the lever B is moved over to the right side, (see Fig. 2,) the crankshaft will be made to revolve from vright to left. W'hile the lever remains in this position the exhaust-ports on but one side ofthe center orlive-steamport will bein usein alternate connection with each cylinder to discharge used steam. When the lever is thrown in an opposite direction, the live steam will at once enter the opposite cylinder and reverse the direction in which the engine-shaft is revolving, so that it will revolve from left` to right hand, and the opposite set of exhaustports will he brought into use. -This will be plain when it is remembered that the live steam has direct connection with and can enter but one cylinder while the other is exhausting, and this operation alternates at each one-half revolution of the crank-shalt, so as to produce uninterrupted motion of the tiy-wheel in either direction, as may be desired.

lt will be noted that the pressure and consequent strain upony the working parts of this engine are all downward, so that a high speed with rein ark able smooth action can be attained.

Further, the extreme shortness of the lateral steam-passages to the cylinders, and the protection from condensation afforded by the method of incasing the cylinders and trunnion, give economical results as to steam consumption.

Any escapesteam that en ters the crank-case A will be withdrawn by the drawing action of the exhaust-steam in its escape pipe, to which is attached the smaller steam-waste pipe H that taps the case A.

'The compact form and complete inclosure of the working parts of this engine, and consequent prevention of escape of water or oil therefrom, together with the perfect lubrication of all its working parts, are notable features of advantage embodied therein.

Haying fully described my invention, what l claim as new, and desire to secure by Letters Patent, is-

l. In a vibratory steam-engine, the combination', with a trunnion having a live-steam passage and exhaust passages formed in it, of

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two vibratory steam-cylinders that receive steam and exhaust it through a single port in each cylinder-head, substantially as set forth.

2. In a vibratory steam-engine, the combination, with two steam-cylinders adapted to vibrate upon one trunnion, of a trunnion having a central steam-passage and two exhaustpassages to connect with a single port in the head of each cylinder, substantially as set forth.

3. In a vibratory steam-engine, the combination, with two steam-cylinders suspended upon the same trunnion and adapted to alteruately receive steam through ports in this trunnion,of a trunnion having a central steampassage, lateral ports to this steam-passage, two exhaust-passages, ports to these exhaustpassages, and a direct mea-ns of changing the position of the trunnion by partial rotation on its end bearings, substantially as set forth.

4. In a vibratory stean1engine, the combination, with two steam-cylinders vibratorily suspended upon the saine trunnion, and provided with ports to receive steam at their upperends, of a trunnion having acentral steampassage extending longitudinally from one end into the body of the trunnion a portion of its length to supply live steam, and two exhaustpassages located opposite to each other and parallel to the central live-steam passage, and joining in a common axial escape or exhaust passage that perfo rates the opposite end of the trunnion, substantially as set forth.

5. In a vibratory steam-engine, the combination, with two steam-cylinders supported free to vibrate upon a single trunnion, and receive steam and exhaust it through this trunnion, of a lever to change the position of the trunnion by partial rotation, two piston-heads and their depending limbs, boxes on the lower ends of the limbs, two cranks set diametrically opposite, and a crank-shaft, substantially as set forth.

6. In avibratory steam-engine, the combination, with two steam-cylinders supported free to vibrate upon a single trunnion, and receive live steam from one end of this trunnion and exhaust it from the other end, of a lever to change the position of the trunnion by its partial rotation, two piston-heads and their l depending limbs, crank-pin boxes on thelower ends of these limbs, two cranks placed oppo- 'ends of these limbs, two cranks that lie in the same plane, but directly opposite each other, a crankshaft, a fly-wheel, and a close containing-case, substantially as set forth.

8. In a vibratory steam-engine, the combination, with a trunnion having a central livesteam passage and two exhaust passages formed in it, of a close casing that forms steamtight bearings for the trunnion at its ends, substantially as set forth.

9. In a vibratory steam-engine, the combination, witha horizontal trunnion perforated with steam and exhaust passages,of a frame supporting the trunnion at its ends anddivided on a line in the same plane with the axial center of the trunnion to permit its easy adjustment in position, substantially as set forth.

10. In a vibratory engine, the combination, with a close casing, of a trunnion, cylinders mounted thereon, an exhaust-passage leading from the cylinders, and a supplemental eX- haust-passage leading from said close casing to the main exhaust-passage, for the purpose set forth.

l1. In a vibratory engine, the combination, with two steam-cylinders, adapted to vibrate upon onetrunnion,of a trunnion having a central steam-passage, and two exhaust-passages with outlets formed in its body to connect with a single port in the head of the cylinders, the said cylinders being mounted on the trunnion and held in contact therewith by a yielding or spring pressure. v

In testimony whereof` I have signed this specification in the presence of two subscribing witnesses. t

WILMER L. TODD. Witnesses:

L. B. FrrzsiMMoNs, H. A. MIDDLE'roN. 

